Transmission control mechanism for motor vehicles



Feb. 23, 1937. G. T. RANDOL 2,071,359

TRANSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES Filed Aug. 12, 1935 9Sheets-Sheet 1 y v 1N VENTOR. @TQQ IzdoZ/ A TTORNE Y.

Feb. z3, 1937; G; .T RANDOL. 2,071,359

. TRANSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES FiledAug. 12, 1955 esheets-sheet 2 INVENTOR.

G'. 7T ,Q cz zzdoLv v/3-6 BYy//,Z

A TTORNE Y.

Feb. 23, 1937. G. T. RANDOL 2,071,359

TRANSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES Filed Aug. 12. 1955 9Sheets-Sheet 5 INVEN TOR.

,56 @.Z'andoz ATTORNEY.

Feb. 23, 1937.

G. T. RANDoL 2,071,359

TRANSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES F'E'Lled Aug. 12, 19359 SheebS-Sheet 4 .BY/ZS ATTORNEY.

Feb. 23, 1937. G. T. RANDOL 2,071,359

TRANSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES Filed Ag. 12, 1935 9sheets-sneer 5- ATTORNEY.

Feb. 423, 1937. G. T RANDOL 2,071,359

TRANSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES Filed Aug. 12, 1935 9Sheets-Sheet 7 Z /39 //9 l* /4 v /5 5/ l/ z; 4 /0 l llvx/NTOR.

` A TTORNE Y.

Feb. 23,1937. G, T RANDOL 2,071,359

TRANSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES Filed Aug. 12, 1955 9sheets-sheet s INVENToR. Q1 RczzzdOL A TTORNEY.

Feb. 23, 1937. '(5, T RANDOL 2,071,359

TRNSMISSION CONTROL MECHANISM FOR MOTOR VEHICLES Filed Aug. l2, 1935 9Sheets-Sheet 9 ATTORNEY Patented Feb. 23, 1937 l TRANSMISSION CONTROLMECHANISM Fon MOTOR VEHICLES Glenn T.'Randol, Marmaduke, Ark.

Application August 12, 1935, Serial No. 35,891

21 Claims.

This 'invention relates to an improved transmission control mechanismfor motor vehicles and seeks, among other objects, to provide amechanism admitting of unrestricted preselection whereby pre-selectionmay be progressive if so desired.

A further object of the invention is to provide a mechanism wherein thepre-selections will be positively made through the medium of a handcontrol lever, wherein said lever will be sensitive and accessible tothe fingers of the driver without removing the hands from the steeringwheel, so that changes in speed may be made with certainty withouttaking the eyes from the road, and l5 wherein, when a selection is made,the driver will be able to tell by the touch of the fingers that theobject sought has been accomplished.

Another object of the invention is to provide a hand control wherein,when the hand lever is shifted in one direction, a positive position ofthe lever will be provided for low, high and neutral respectively,while, when the lever is shifted inthe opposite direction, a positiveposition of the lever will be provided for high, second, low and reverserespectively, so that, in city driving which requires frequent shiftsfrom high to second and back again, the lever may be operated withentire certainty.

A further object of the invention is to provide a mechanism wherein thehand control may be readily installed either as standard equipment or asan accessory, wherein the indicated positions of the hand lever for thedifferent speeds and neutral will remain true and wherein compensationwill be made within reasonable limits for any lost motion which maydevelop so that when the'hand lever is set to select any given speed orneutral, the mechanism will always function to select said speed orneutral as the case may be.

Another object of the invention is to provide a mechanism employing apower operated piston for shifting the speed gears of the transmissionand wherein the piston will be operative, upon each throw thereof, 'toneutralize a previously active speed and render a selected speed active,in the event a future speed has been selected.

Still another object of the invention is to provide a mechanismembodying a toggle adapted to convert each one-way throw of the pistoninto a two-Way movement of the gear Shifters for first neutralizing anactive speed and then rendering a selected speed active, wherein as thetoggle crosses dead center the parts will be permitted to pausemomentarily so that the usual synchronizing mechanism of thetransmission may effectively function before the gear being shifted ismoved into mesh wherein the toggle will be smooth in operation andwherein the toggle may be adjusted to compensate for wear or toaccommodate the sliding gear travel of different transmissions.

A further object of the invention is to provide an improved valve forcontrolling the power piston wherein the valve will be opened and closedby the clutch pedal of the vehicle and wherein, 10 upon each throw ofthe piston the valve will be automatically set to cause reverse travelof the piston when next actuated.

And the invention seeks as a still further object, to provide amechanism wherein the valve and piston will always remain synchronized.

Other and incidental objects of the invention not specically mentionedin the foregoing will appear during the course of the followingdescription and in the drawings forming part of this application, o

Figure 1 is a plan view showing my improved mechanism in neutral, partsbeing broken away.

Figure 2 is a fragmentary elevation particularly showing the controlvalve.

Figure 3 is an enlarged plan View showing the selectors moved to thelimit of their inward throw and high speed selected.

Figure 4 is a planview similar to Figure 3 but showing high speedactive, parts being illustrated in section.

Figure 5 is a vertical longitudinal sectional view on the line 5 5 ofFigure 4.

Figure 6 is a transverse sectional view on the line 6--6 of Figure 4.

Figure 7 is a detail transverse sectional View on the line 1--1 ofFigure 4.

Figure 8 is a transverse sectional view on the line 8-8 of Figure 4.

Figure 9 is a fragmentary elevation of the-front end of the casing asseen from the line 9 9 of Figure 4.

Figure 10 is a detail vertical sectional View on the line lll-Ill -ofFigure 4 particularly showing the control valve.

Figure 11 is a detail sectional View on the line II-H of Figure 10.

Figure 12 is a detail sectional view on the line I2--I2 of Figure 10. n

Figure 13 is adetail vertical sectional View on the line |3--l3 ofFigure 10. l Figure 14 is a'detail sectional View on the line A14--44 ofFigure 10.

Figure l5 is a detail perspective View of the locking sleeve for thevalve rod.

Figure 16 is a fragmentary rear elevation particularly showing thebracket which supports the vacuum cylinder.

Figure 17 is a fragmentary elevation particularly showing the hand leverand associated mechanism in high speed position, parts being brokenaway.

Figure 18 is a fragmentary plan view of the control slot for the handlever as seen from the line I8-I8 of Figure 17.

Figure 19 is a sectional view on the line I 9--I9 of Figure 17 showingthe shaft of the control lever and associated parts.

Figure 20 is a section on the line 20--20 of Figure 19.

Figure 21 is a section on the line 2|-2Iof Figure 20.

Figure 22 is a detail section of the power cylinder and showing thepower piston at the end of its rearward throw, as in Figure 1 of thedrawings.

Figure 23 is a detail elevation of the power cylinder, partly brokenaway to show the piston midway of its forward throw as in Figure 3 ofthe drawings.

Figure 24 is a detail section of the power cylinder showing the powerpiston at the end of its forward throw, as in Figure 4 of the drawings.

Figure 25 is a detail perspective view particularly showing theselectors.

In carrying the invention into effect, I employ a casing I0 which, asseen in Figure 6, is provided at the left side thereof with'a reducedextension I I and in this connection, it may be noted that the arrows ofthe section line 6-6 of Figure 4 point toward the front end of thecasing and the terms right and left as used herein will be predicatedaccordingly. Formed on the casing at its lower side is a bottom flangeI2 which, as seen in Figures 5 and I6, is shaped to fit over aconventional transmission case, as conventionally shown at I3,supplanting the usual transmission case cover and, as will be observed,the fiange I2 is apertured to receive the usual bolts which ordinarilysecure the transmission case cover so that, as will be appreciated, thecasing I0 may be readily mounted in operative position.

Inserted through the front end wall of the casing is a pair of parallelremovable rods I4 and I5 which, as shown in Figure 9, are slotted attheir forward ends and screwed to said end wall of the casing is alocking plate I6 provided at its ends with lugs engaging in the slots ofthe rods for locking the rods against rotation as well as againstendwise movement. Formed in the lower side of the rod I4 mediallythereof, as best seen in dotted lines in Figure 3, is a neutral notchI1, a low speed notch I8 and a reverse notch I9. The rod I5 is similarlyprovided with a neutral notch 20, a second speed notch 2I and a' highspeed notch 22.

Slidable on the rods I4 and I5 are gear shifters 23 and 24. Nearopposite ends thereof, these Shifters are, as particularly seen inFigures 5, 6 and 'I of the drawings, provided with thickened bosseswhich form heads, the head of the shifter 23 being indicated at 25 andthe head of the shifter 24 being indicated at 26, and formed on theshifters at their lower margins are parallel vertical flanges 21. It isnow to be observed, as particularly seen in Figures 4 and 6 of thedrawings, that the side walls of the casing I I! are provided mediallywith inclined portions which form longitudinal abutments 28 each havingangularly disposed inner faces and, as best brought out in 75 Figure 6,the heads 25 and 26 of the Shifters are cut away to provide seats ttingthe angularly disposed faces of the abutments to rest flat thereagainst.The abutments will thus limit the shifters against rotative movementorr'the rods I4 and I 5 and are of a length equal to the endwise travelof the shifters to coact with said rods for slidably supporting theShifters for endwise movement in the casing I0. Depending from the rearend of the shifter 23, as seen in Figure 3, is Va fork 29 and dependingfrom the forward end of the shifter 24 is a fork 30, these forksextending into the transmission case, as suggested in Figure 5, tooperatively engage the proper sliding gears of the transmission and inthis connection it should be observed that the gear engaged by the fork29 is movable forwardly by the shifter 23 for low speed and rearwardlyby said shifter for reverse while the gear engaged by the fork 30 ismovable rearwardly by the shifter 24 for second speed and forwardly bysaid shifter for high speed.

Rotatable in suitable bearings in the front and rear end walls of thecasing is a rotatable selector shaft 3| which lies midway between therods I4 and I5 parallel thereto and is limited against forwarddisplacement by the plate I6. At is rear end portion, the shaft isreduced and fixed thereon, as particularly seen in Figure 5, is a gear32. Slidably fitting said shaft is a pair of companion selectors 33 and34, shown in detail in Figure 25 of the drawings. As will be observed,the selector 33 includes a pair of sector-shaped fingers 35 integrallyconnected by an end-ring or head at the outer end of the selector andscrewed to said fingers or otherwise detachably connected thereto is acollar 36 cooperating with said end-ring to provide an.interveningannular groove 31 adjacent the outer end of the selector. Formed in oneof the ngers adjacent the collar 36 is a socket 38. `The selector 34 issubstantially a counterpart of the selector 33 and includes a pair ofsector-shaped fingers 39 which, as seen" in Figure 6 of the drawings,interengage with the fingers 35 of the selector 33 aboutthe shaft 3| sothat the several fingers provide a cylindrical surface around the shaftand formed in one of the fingers 39 is a suitable keyway to receive akey 4D locking the selector 34 to turn with the shaft 3 I Thus, as thefingers 39 interengage with the fingers 35 of the selector 33, bothselectors are locked to turn with the shaft. The fingers 39, like thefingers 35, are integrally connected at their outer ends by an end-ringor head and screwed or otherwise detachably connected to the fingers 39is a collar 4I cooperating with said end-ring to provide an annulargroove 42 around the selector near the outer end thereof. Formed in oneof the fingers 39 adjacent the collar 4I is a socket 43 like the socket38.

As shown in Figure 6, the head 25 of the shifter 23 is slotted at itslower side and pivoted in said slot is a rocker 44. Engaged by the upper'end of the rocker is a detent 45 slidable through the upper portion ofthe head to coact with the rod I4 and slidable through a square openingin the lower portion ofthe head is a square plunger 46, the plungerbeing thus locked against rotation. Interposed between the lower end ofthe rocker 44 and said plunger is a spring 41 one end of which isaccommodated in a suitable socket in the plunger and, as will be noted,the plunger is formed at its outer end with a reduced tip 48 of athickness somewhat less than the width of theV sockets 38 and 43 of theselectors to provide corresponding play between the parts. The head 26of the shifter 24 is likewise provided with a rocker, detent, plungerand spring identical'with the corresponding parts of the shifter23 andmounted in like manner, the rocker of the shifter 24 being indicatedat49, the detent at 50, the plunger at 5l, the plunger spring at 52 andthe plunger tip at 53. As shown in Figure 25, the

end walls o f the sockets 38 and 43 are at to.

engage vthe flat side faces of the plunger tips 48 and 53 while thebottom walls of said sockets are concave, the tips of the plungers beingprovided with` convex end faces so as to seat flat against the bottomwalls of the sockets. This construction provides an arrangementwhereby,when the selectors are shifted, as will be presently described, theplunger tips will each, when engaged in either of the sockets 38 or 43,serve to efectually couple the corresponding gear shifter with eitherone or the other of said selectors, as the case may be while, when theselectors .are rotated, the plunger tips will readily ride out of saidsockets.

As will be seen, the springs 41 and 52 will `yieldably urge the detents45 and 50 to coact with the rods. i4 and i5 and will also yieldably urgethe plungers 46 and 5l to coact with the selectors. When either of theplungers is not engaged in one of the sockets 38 and 43 of theselectors, both ofthe plungers will thus ride against the cylindricalsurface formed by the selector fingers and, in this connection,attention is directed to the fact that when the selectors are shiftedoutwardly away from each other to dnormal retracted position, as seen inFigure 1, the lingers 35 and 39 of the selectors will still provide suchcylindrical.

surface to coact with the plungers so that at no time will the plungersride olf of said fingers to become displaced by the springs 41 and 5 lWhen the selectors are shifted inwardly towards each other to the end oftheir throw, as shown in Figure 3, it will be noted that the selectorfingers 35 and 39 do not project beyond the outer ends of the selectors.In thus forming the selectors with interengaging fingers, ample endwisetravel of the selectors is possible while, at the same time,

the construction is compact. Furthermore, it

will be noted that when the selectors are shifted inwardly, the sockets8 and 43 of the corresponding selector fingers are brought into circularalignment to selectively receive the plungers 46 and 5l but particularattention is directed to the fact that the sockets are staggeredcircumferentially of said fingers with respect to the position of theplungers so that only a single socket can, at any one time, be movedinto a position to receive one or the other of said plungers. yIt isthus possible for only a single plunger to function at any one' time forcoupling either one' or the other of the shifters, as the case may be,with one of the selectors. y

Pivoted at its outer end to the rear end wall of the casing I0, as seenin Figure 5, is an interlock lever 54 detachably mounted by a cap screw55 in a plane midway between the gear shifters 23 and 24. At its innerend this lever is, as seen in Figures 4 and 7, provided with a T-head 56and ,formed in the parallel vertical flanges 21 of the gear Shifters aresockets 51 which, when said Shifters are centralized within the casingin neutral position, are disposed opposite each other in alignment withthe T-head 56. IL lhe head is, as will be noted, of a length greaterthan the distance between said flanges so that when either gear shifteris moved from neutral position, the socket in the flange 21 thereof willcoast with the adjacent end of the head for rocking the lever andengaging the other end of the head in the socket of the flange of theother gear shifter, when the head will be conned between said flanges.Accordingly, as will be seen, the construction provides a means forautomatically locking either gear shifter in neutral position as theother shifter is moved so that by no possibility can both shifters bemoved at the samei time to render more than one speed active.

Journaled through a suitable bearing in the bottom wall of the extensionil of the casing l0, as particularly shown in Figure 8, is a verticallydisposed shaft 58 opposite which is similarly mounted, as seen in Figure10, a parallel vertically disposed shaft' 59. Keyed to the upper end ofthe shaft 58 is-2a selector lever 60 and freely mounted upon the upperend of the shaft 59 is-a coacting selector lever 6l. As brought out inFigure 5, the free ends of these levers extend over the selectors 33 and34 and depending from said levers are studs 62 freely-engaging in theannular grooves 31 and 42 of the selectors. Thus, when the levers areswung inwardly towards each other, the selectors will be moved inwardlyto the end of their throw, as shown in Figure 3, while, when the leversare swung apart, I

the selectors will be shifted outwardly to normal retracted position, asshown in Figures 1 and 4 of the drawings. Extending laterally from thehub of the lever is an arm 63 notched at its free end and extendinglaterally from the hub of the lever 6I is an arm 64 rounded at its freeend to engage in said notch so that the levers are thus coupled to swingin unison.

- Pinned to the lower end of the shaft 58 is a togglel lever 65 andpinned to the lower end of the shaft 59 is an-oifset operating lever 66from the inner end of which extends a short angularly disposed `integraltoggle lever 61. Connecting the levers 65 and 61 is a link indicated forconvenience as a whole at 68. This link is formed of complementalsections Vone of which is provided with a yoke 69 which is pivotallyconnected to the free end of the lever 65 by a pin 10 and extending fromsaid yoke is a shank 1l. The other section of the link comprises a yoke12 which straddles the free end of the lever 61 and pivotally connectingsaid yoke to the lever is a pin 13. Ihe yoke 12 is screwed on the shank1| for adjustment thereon for varying the length of the linkv 68 andthus lvarying the `throw of the levers 60 and 6l to compensate for wearor to suit the sliding gear travelof different transmissions and lockingthe yoke in adjusted position is a jam-nut 14.

The free ends of the levers 60 and 6| normally stand apart, as shown inFigure 1, and this figure of the drawings also shows the toggle ready tofunction. As will be observed, the operating lever 66 stands at the endof its rearward throw while the toggle link 68 stands at an acute angleto the lever 65 and it will now be assumed that the lever 66 is swungforwardly. As will be perceived, the lever 61 will thus be initiallycaused to travel in an arc towards the pin 10 so that the link will inturn be caused to push on the lever 65 for swinging the levers 60 and 6Itowards each other, as shown in Figure 3, to the limit of their inwardthrow, it being recalled in this connection that the levers 60. and 6|are coupled to swing in unison. Thus. the selectors 33 and 34 will becoincidently shifted inwardly by the levers 60 and 6I movement. As willbe observed, the lever 66 has, in the position ofI the parts shown inFigure 3, traveled forwardly for approximately half of to the limit oftheir Ainward its throw while the pin 'I3 stands approximately in linewith the shaft 59 and pin 16. Further forward movement of the lever 66from the position shown in Figure 3 to the end of its throw will thuscause the pin |3 to cross over the pivotal center thereof, when the link68 will be caused to pull on the lever 65 for swinging the levers apartto normal position, as shown in Figure 4, and returning the selectors 33and 34 to their original normal position at the end of their outwardthrow. Thus, the one-way forward movement of the lever 66 is convertedby the toggle into a two-way movement of the levers 60 and 6| for rstshifting the selectors 33 and 34 inwardly to the limit of their inwardmovement and then returning the selectors outwardly to normal positionat the end of their outward throw.

Referring now to Figure 4 of the drawings, it will be assumed that thelever 66 is swung rearwardly. As will be seen, the toggle link 68 will,as just previously described, be first caused to push on the lever 65for swinging the levers 60 and 6| inwardly to the position shown inFigure 3 and shifting the selectors 33 and 34 inwardly to the limit oftheir inward movement when, as the rearward movement of the lever 66continues, the link 68 will be caused to pull on the lever 65 forswinging the levers 60 and 6| outwardly to the position shown in Figure4 and returning the selectors outwardly to normal position at the end oftheir outward throw. Thus, the one-way rearward movement of the lever 66is converted by the toggle into a two-way movement of the levers 60 and6I for first shifting the selectors 33 and 34 inwardly to the limit oftheir inward movement and then returning the selectors outwardly tonormal position at the end of their outward throw. As the toggle linkcrosses over dead center, incident to either the forward or rearwardmovement of the lever 66, the parts will, as will be seen, be permittedto pause momentarily so that the usual synchronizing mechansm will bepermitted to function before a selected gear is shifted into mesh.

It will now be assumed that the selectors 33 and 34 stand in neutralposition, as shown in Figure 1, and that the gear Shifters 23 and 24stand centralized within the casing in normal position. In this neutralposition of the selectors the sockets 38 and 43 of the selectors aredisposed laterally with respect to the position of the plungers 46 and5| of the gear shifters 23 and 24 so that the plungers rest against thecylindrical surface provided by the selector fingers. Furthermoreneither of the sockets 38 and 43 is disposed in line with either of theplungers so that should the lever 66 be operated either forwardly orbackwardly, as the case may be, to cause the selectors to be shiftedfirst inwardly and then outwardly, as previously described, the selectorfingers will, as will be seen, merely slide inwardly and outwardlyagainst the plungers with the result that the gear Shifters will remaincentralized within the casing in neutral position. It will now beassumed, however, that the selector shaft 3|A is turned to rotatably setthe selectors to select high speed. In this position of the selectors,the socket 43 of the selector 34 will be disposed in line with theplunger 53 of the gear shifter 24.. Accordingly, when the lever 66 isthen operated and the selectors are shifted inwardly to the positionshown in Figure 3, as previously described, to dispose the sockets ofthe selectors in circular alignment, the tip 53 of the plunger 5| will,as shown in Figures 5 and '7 of the drawings, drop into the socket 43for coupling the gear shifter 24 with said selector. Consequently, asthe throw of the lever 66 is completed and the selectors are shiftedapart to their original position, as previously described, the gearshifter 24 will, as shown in Figure 4, be carried forwardly by theselector 34 for rendering high speed active. In like manner, when theshaft 3| is turned to rotatably set the selectors to select low, speed,the socket 43 of the selector 34 will be disposed in line with theplunger 46 of the gear shifter 23. Accordingly, when the lever 66 isthen operated and the selectors are shifted first inwardly and thenoutwardly, as previously described, said plunger will engage in thesocket 43 for coupling the gear shifter 23 with said selector so thatthe gear shifter 23 will be carried forwardly for rendering low speedactive. When the shaft 3| is turned to rotatably set the selectors toselect reverse, the socket 38 of the selector 33 will be disposed inline with the plunger 46 of the gear shifter 23 so that upon operationof the lever 66, the gear shifter 23 will, as will now be appreciated,be carried rearwardly by said selector for rendering reverse active.Similarly, when the shaft 3| is turned to rotatably set the selectors toselect second speed, the socket 38 of the lselector 33 will be disposedin line with the plunger 5| of the gear shifter 24. Consequently, whenthe lever 66 is then operated, the plunger 5| will engage in said socketfor coupling the gear shifter 24 with the selector 33 so that said gearshifter will be carried rearwardly for rendering second speed active.

As will thus be seen in view of the foregoing, the selectors 33 and 34may, by turning the shaft 3|, be set to pre-select any speed desired,when, upon the actuation of the lever 66, the speed selected will berendered active. In this connection, attention is directed to the factthat as long as the selectors 33 and 34 are permitted to remain in anyset position for rendering a selected speed active, and one o'r theother of the plungers 46 and 5| is engaged in either of the sockets 38and 43 of the selectors, as the case may be, said plunger will, when thelever 66 is then operated, remain engaged in said socket so that thespeed activewill, when the selectors are shifted inwardly, first beneutralized and then, when lthe selectors are shifted outwardly, beagain rendered active. Accordingly, in the absence of any fresh settingof the selectors, any speed active will, should the lever 66 be operatedat the time, be returned active.

It is now to be observed that when the gear shifter 24 is in a forwardposition and high speed is active, as shown in Figure 4, said shifterwill, even though not coupled to the selector 34 by the plunger 5| whenthe lever- 66 is actuated, nevertheless, be neutralized by the collar 4Iof said selector, which collar will, as the selectors are movedinwardly, engage the head 26 of the shifter for moving the shifter toneutral position and neutralizing high speed. Similarly, the collar 4|.of the selector 34 will, when the shifter 23 is free in forward positionand low speed is active, engage the head 25 of said shifter forreturning the shifter to neutral position and neutralizing low speedwhen the lever 66 is actuated. In like manner, the collar 36 of theselector 33 is adapted to engage the head 25 of the shifter 23 formoving said shifter to neutral position and neutralizing reverse and isalso adapted to engage the head 26 of the shifter 24 for moving thelatter shifter to neutral position and neutrali ingly increased force.

izing second speed. Thus, provision' is made whereby when any speed isactive, the selectors may be rotatably set to select a future speed.

As will be seen, the selector shaft 3| may, while high speed is active,be rotatably set to select any other speed or neutral, the rotation ofthe selectors causing the plunger 5| to ride out of the socket 43 of theselector 34 onto the cylindric-al surface provided by the selectorfingers so that when the lever 66 is actuated, the collar 4| of saidselector will engage the head 26 of the shifter 24 for returning saidshifter to neutral position and neutralizing high speed. In the event'the selectors have beeniset to select a future speed, as for instancelow speed, the plunger 4B of the gear shifter 23 will, when theselectors are moved inwardly, engage in the socket 43 of the selector 34so that as the throw of the lever 66 is completed', low speed will berendered active. As will be appreciated, a like functioning of the partsWill occur when any speed is active and a future speed is selectedwhile, if, when any speed is active, the selectors are rotatably set toneutral, the speed active will, upon the actuation of the lever 66 beneutralized while, `as previously described, no future speed will beselected so that the mechanism will be brought to rest in neutral. Iaccordingly provide a construction wherein the selection of thedifferent speeds as well as neutral is unrestricted, wherein, while anyspeed is active, any other speed or neutr-al may be selected andconsequently, wherein the different speeds may be selected progressivelyeither in ascending or descending order, as may be desired.

When the gear shifter 23 is in neutral position, the detent 45 will, asshown in Figure 6, engage in the notch |1 of the rod |4 for holding saidshifter against movement. when low speed is active, the detent 45 willengage in the low speed notch ,I8 of said rod while, when reverse isactive, the detent w'lll engage in the notch I9 of the rod. The detent50 serves a similar function for the gear shifter 24. In the neutralposition of the gear shifter 24, the detent 58 will engage in theneutral notch' 2U of the rod I5. When second speed is active, the detentwill engage in the notch 2|, While, when high speed is active, thedetent will engage in the notch 22 for holding the gear shifter againstmovement. In this connection, attention is directed \to Figure 6 of thedrawings wherein it will be nrtedth@ when the selectors 33 and 34 areshifted inwardly and the plunger 46 drops into either of the soclats--3\nd 43 of the selectors, the tension on the spring 41 will becorrespondingly relieved with the result that the tension of said springon the detent 45 will be likewise relieved to facilitate the movement ofthe gear shifter 23 for rendering a selected speed active. A like effectwill, of course, occur in connection with the plunger 5|. When theselectors are shifted inwardly and the plunger 5| drops into either ofthe sockets 38 and 43 of said selectors, the tension on the spring 52will be relieved to correspondingly relieve the tension of said springon the detent 58 to facilitate the movement of the gear shifter 24 forrendering a selected speed active. Conversely, when the plungers ,restagainst the cylindrical Sulface provided by the selector fingers,however, the tensionr on the springs 41 and 5I will be increased so thatthe detents 45 and 58 will be held against the rods |4 and I5 withcorrespond- Thus, when any speed Similarly,-

is active and the selectors are rotatably set tov select a future speedor neutral, the gear shifter thus freed from the selector with which itwas previously'coupled by its plunger, as previously described, willnevertheless, be eectually retained by its detent either in the forwardor rearward position, as the case may be, for thus securely holding thespeed active until the operatingrlever 56 is next actuated.

Referring now more particularly to Figures 17 to 20 inclusive of the'drawings, the usual steer-Q ing post of the vehicle is indicated at 15and mounted upon said post close below the steering wheel is a more orless triangular shaped housing 16 which is provided at its rear sidewith a block 11 notched to fit the post. Mating with said block is a cap18 and extending through the forward end of the cap is a stud 19 whichreceives a nut 80 detachably securing the cap at said end thereof. Atthe opposite end of the block, the housing is, as particularly seen inFigures 19 and 21, provided with an internal cylind rical socket 8| andformed on the forward wider end of the housing is a depending sleeve 82,the bottom Wall of the housing being provided with an enlarged channel83 aligningwith the upper end of said sleeve As shown in Figures 17 and20, the sleeve 82 extends through the instrument panel of the vehicle,vas conventionally shown at 84, and formed on said sleeve is a flange 85detachably'secured to the panel by suitable cap screws or the like.

Closing the housing 16 is a detachable cover' plate 86 and formed onsaid plate is an elongated bearing sleeve 81 which extends laterallyfrom the plate and is axially aligned with the socket 8|. The sleeve 81is of a length to extend adjacent the periphery of the steering wheel ofthe vehicle and formed on said sleeve at its outer end is a taperedcasing 88 provided at its upper wider end with an end wall 89. Closingsaid casing is a cover plate 90 and formed on the upper end of saidplate is an end fiange 9| mating with the end wall 89 of the casing..

As particularly seen in Figure 18, the confronting edges of the end wall89 of the casing 88 and ange 8l of the cover plate are notched toprovide a slot 92 into which projects a .lug 93 on theend wall 89 whileat the side of the slot opposite said lug are spaced shoulders 94, 95and 96 respectively. As will be observed, the shoulder 94 is disposedrearwardly of the lug 93, the shoulder 95 opposite the rear end of thelug and the shoulder 96 forwardly of said lug. Preferably, the-end wall89 bears the legend R adjacent the rear end of the slot, forindicatingreverse, and the legend N adjacent the forward end of 'theslot for indicating neutral. is also preferably provided with thenumerals I, 2 and 3, as shown in the drawings, for indicating the properpositionof the control lever for low, second and high respectively.

Mounted to swing in the housing 16 is a lever Between these 'legends,the end wall 89.

91 provided at its inner end with a hub 98 and l collars |02 journaledwithin the sleeve, the co1- lar at the inner end .of the shaft beingprovided, as best seen in Figures 19 and 21, with spaced lugs |03 whichengage in the notches |00 of the collar at the adjacent end of the hub98 of the lever 91. The shaft is thus detachably connected to said huband securing the parts in assembled relation is a rod |04 which extendsthrough the shaft and hub. At its outer end the rod is provided with aflange |05 which overlies the outer end of the shaft and formed on theinner end of the rod is a reduced threaded stud |06 which extendsthrough the adjacent end of the block 11 of the housing 16 and throughthe adjacent end of the cap 18. Screwed on said stud is a nut |01. Therod |04 is thus utilized to cooperate with the stud 19 and nut 80 forclamping the housing upon thesteering post 15 as well as securing thetubular shaft |0| and lever 91 in assembled relation. As will be seen,the construction is compact. whilepat the same time, the parts may bereadily assembled in operative position upon the steering post.

Integrally formed on the outer end of the shaft |0I is a depending yoke|08 which is provided at the upper side of the shaft with a slot |09 andpivoted between the free ends of said yoke is a control lever I|0 moreor less snugly accommodated by said slot, the lever being secured at itslower end by a pivot pin ||I. The lever ||0 extends freely through theslot 82 of the casing 88 and at its upper end is preferably providedwith a handle ||2. Slidable in a suitable socket in the outer end of therod |04 to coact with the lever ||0 is a plunger ||3 and arranged'behind said plunger is a spring ||4 urging the plunger outwardlyagainst the lever so that said plunger will normally hold the upper endportion of the lever against the outer side wall of the slot 92. In thisconnection, it should be observed that the upper end of the lever IIO iscurved outwardly so that the handle I 2 of said lever will beconveniently accessible to the fingers of the right hand of the driverof the vehicle. Accordingly, the lever may be operated without removingthe hand from the steering wheel or removing the eyes from the road.

Formed on the rear end of the casing I0, as particularly shown in Figure4, is a transversely extending sleeve ||5 and slidable in said sleeve isa rack bar ||6 which, as best seen in Figure 5, meshes with the gear 32on the selector shaft 3|. Screwed into the outer end of said sleeve is atubular nut I1 and screwed into the lower end ofv the sleeve 82, as bestshown in Figure 20, is a tubular nut ||8. Fixed at its ends to thesenuts is the sheath ||9 of a flexible shaft |20. At its lower end, theshaft |20 is, as seen in Figure 4, xed to the rack bar ||8 and xed tothe upper end of said shaft, as shown in Figure 20, is a rod |2| whichis slidable in the sleeve 82, the rod being received within the housing18 by the channel 83 thereof. Formed in the rod near its upper end is anotch |22 and formed on the free end of the lever 91 to engage in saidnotch is a flattened terminal |23. The lever 81 is thus operativelyconnected to the flexible shaft |20 and, as will now be appreciated,when the lever |I0 is rocked, the shaft I0| will be rotated for swingingthe lever 81 and reciprocating the rack bar 6 to rotate the selectorshaft 3| and set the selectors 33 and 34,

As will now be noted, when the lever ||0 is moved to engage the shoulder86 of the notch 92, the selectors are, as shown in Figures 3 and 4 ofthe drawings, set to select high speed and by swinging the leverrearwardly to engage the shoulder 95, the selectors may be set to selectsecond speed. Thus, by rocking the lever back and forth, between theshoulders and 96, the selectors may be set to alternately select secondand high speeds, for city driving. The shoulder 86 will, however,provide a stop for the lever to prevent the lever, when swung forwardly,from being Vmoved to the end of the slot 92, to select neutral. Uponreaching high speed position, it will be noted that the lever must berocked inwardly on its pivot III against the action of the plunger I I 3until the lever clears the shoulder 9E, when the lever may then be swungforwardly to the end of the slot for selecting neutral. Similarly, theforward end of the lug 93 provides a stop shoulder for the lever whenswung rearwardly from neutral. As will be noted, high speed will firstbe selected, when the lever will strike the forward end of the lug forlimiting the lever in high speed position so that second speed will notbe accidently selected immediately following neutral. After the leverstrikes the for ward end of the lug 93, it is then necessary to releasethe lever slightly so that the plunger I3 may rock the lever outwardlyto clear the lug, when the rearward swinging movement of the lever maybe continued. In like manner, the shoulder 95 will, when the lever isswung rearwardly from high speed position, provide a stop for the leverso that low speed will not be accidently selected immediately followinghigh speed. After the lever engages the shoulder S5, it is thennecessary to rock the lever inwardly, against the action of the plunger||3, to clear said shoulder, when the lever may then be swung furtherrearwardly to engage the shoulder 94 for selecting low speed. Theshoulder 94 thus providesa stop for the lever so that reverse will notbe accidently selected immediately following second speed. Assuming theAlever to be in low speed position, it is necessary, as will be noted,to rock the lever inwardly against the action of the plunger ||3 untilsaid lever clears the shoulder 94, when the lever may then be rockedfurther rearwardly for selecting reverse. When the lever is in reverseposition and is then swung forwardly, the lever will strike the rear endof the lug 93 which lug will thus provide a stop shoulder for the levershoulders such as will definitely limit the lever I0 when swung eitherforwardly or rearwardly so as to obviate confusion in selecting thespeed desired or in neutralizing the mechanism.

Bolt/ed to the rear end of the transmission case I3 of the vehicle, asparticularly seen in Figure 16, is a bracket |24 provided at its freeend with a yoke |25 and pivotally supported by said bracket is a powercylinder |26 closed at its end by heads |21. Formed on the forward headare ears |28 and extending through said ears are clamping rods |29'provided at their rear ends with hooks |30 engaging over the rear headso that by adjusting the nuts on the forward ends of said rods, bothheads may be securely clamped in position.' Screwed through the rearhead axially thereof, as particularly seen in Figure 24,

is an eye-bolt 3| which' is received by the yoke of the bracket |`24 andextending through the eye of lsaid bolt and the yoke is a pin |32pivotally connecting.the power cylinder with Said bracket. As will benoted, the eye-bolt |3| carries a jamnut |33. Reciprocable in thecylinder |26 is a piston |34 from which extends a piston rod |35slidable through the forward head of the cylinder, the piston being, asseen in Figure 24, detachably mounted upon the rod. At its forward end,the rod carries a yoke |36 which is pivotally connected to the free endof the lever 66 by a pin |31 and extending between the yoke and theforward end of the cylinder is a flexible boot |38 housing the exposedportion of the piston rod. As will be observed, the piston rod will, asshown in Figure 22,engage the eye-bolt |3| for limiting the piston inits rearward movement. Accordingly, the eye-bolt may be adjusted on therear cylinder head for varying the throw of the piston to suit the throwof the operating lever 66 with relation to the position of the bracket|24 and, of course, the cylinder will rock on said bracket as the lever66 is swung.

Closing the casing |0 at its upper side is a removable cover plate |39and formed on said casing at the forward left corner thereof, asparticularly seen in Figures 1, 3 and 4 of the drawings, is a. seat |40.Detachably bolted to said seat is a cylindrical vertically disposedvalve casing |4| and formed on said casing at its upper end, asparticularly seen in Figure 10 of the drawings, is a housing |42 whichoverhangs the cover plate |39 to rest thereagainst. As will be noted,the bottom wall of the housing |42 is apertured to rotatably receive theupper end of the shaft 59 and closing saidhousing is a removable cover.plate |43. Near its upper end, the valve casing |4| is stepped toprovide a cylindrical chamber |44 which opens into the housing |42 andformed on the lower end portion of the casing, as particularly seen inFigure 11, are nipples |45, |46 and |41 which provide ports |48, |49and.|50 all disposed in the same horizontal plane. Formed in the valvecasing in vertical alignment with the port. |50 thereabove, asparticularly seen in Figure 12, is an air intake port |5| and formed inthe valve casing in vertical alignment with the port |49 thereab'ove isan air intake port |52, the ports |5| and |52 both lying in the samehorizontal plane. Detachably connected to the nipple |45 is a suctionpipe |53 in communication with the intake manifold of the vehicleengineso that engine suction will be communicated through said pipe to theport |48. Extending between the nipple |46 and the front end of thepower cylinder |26 is a pipe |54 and extending between the nipple |41and the rear end of the power cylinder .is a pipe |55. The pip'es |54and |55 are, of course, sufliciently flexible to accommodate theoscillation of the power cylinder.

Slidably and rotatably fitted in the valve casing |4| is a valve rod |56provided near its lower end with an annular groove |51 while at itsupper end said rod is formed with a reduced terminal |58. Formed in theperiphery of the valve rod at its forward side, as particularly seen inFigure 11, is a oircumferentially extending passage |59 and formed inthe periphery of the rod at opposite sides of said passage arelongitudinally extending air passages |60 and |6| which open at theirupper ends through the shoulder at the base of the terminal |58 and areof a length equal to the travel of the valve rod.

Tightly .ftting'within the 'chamber |44 of' the valve casing is a fixedlocking sleeve |62 shown in detail in Figure 15 of the drawings. As willbe observed, this sleeve is formed at one side therof with a more orless M-shaped slot having spaced parallelv legs |63 and |64 extendinglongi- ,tudinally of the sleeve and depending between the upper ends ofsaid legs is a tongue |65 the tip of which is V-shaped to providediverging inclined edges sloping towards the legs of the slot.

Detachably connected to the terminal |58 of the valve rod is a crank |66which, as seen in Figures 1, 3 and 4 of the drawings, is freely movablewithin the housing |42 and upstanding from the free end of said crank isa stud |61. Depending from the inner end of the crank is a sleeve |68which slidably fits the terminal |58 of the valve rod and is rotatablyreceived within the locking sleeve |62. Formed in the sleeve |68 of thecrank from the lower end'thereof are diametric slots |69 which extendlongitudinally ofv the sleeve and extending through the terminal |58 ofthe valve rod near the upper end thereof ls a diametrically disposed pin|10 which is free- 1y accommodated by said slots. Thus, the pin servesto connect the crank |66 with the valve rod |56 so that when the crankis rocked, the valve rod will be rotated thereby while, however, thevalve rod may reciprocate within the valve casing |4| independently ofthe crank, the pin l |10 sliding within the slots |69 of the sleeve |68when the valve rod is4 thus reciprocated. IAs will be observed, the rearend of the pin is received within the M-slot in the locking sleeve |62to coact with said sleeve and confronts the wall of the chamber |44whilefthe forward end of said pin confronts the inner circumference ofthe sleeve so that the pin is thus limited against endwisedisplacement.'

Pivoted at their inner ends upon the upper end of the shaft 59,eccentrically thereof, is a pair of companion reversing levers |1| and|12, which are freely accommodated within the housing |42 and, as seenin Figures 1, 3 and 4 of the'drawings, are curved inwardly at their freeends to cdact with the stud |61 of the crank |66. As shown*` in Figure10, the levers are provided at their inner ends with mating superposedleaves through which extends a cap screw |13 pivotally connecting thelevers'with the shaft 59 and extending transversely between theleversapproximately midway between the ends thereof is a connecting spring|14. Fixedto the`shaft 59 forwardly of the cap screw |13 is a pin |15which upstands from the shaft eccentrically thereof between the innerend portions of the levers.

When the valve rod |56 is in normal closed position at the end of itsdownward throw, the passage |59 in said rod isv disposed below the port|48 of the valve casing |4| so that the valve is thus closed to enginesuction through the pipe |53 and in the rotative position of the valverod shown in Figures 1, 3, 4 and 10-14 inclusive of the drawings, whenthe piston |34 is at the end of its rearward stroke, the passage |60 ofthe valve rod is disposed to register with the port |50 of the valvecasing, it\being recalled in this connection that the passages |66 and|6| of 'the rod are of a length equal tothe travel of said rod.

Accordingly, air is admitted through the port s |5| of the valve casing,through the passage |60 of the valve rod and through the pipe |55 to therear end-of theV power cylinder |26 for relieving any pressure behindthe piston.

Assuming now that in the indicated rotative -the forward end of thepower cylinder |26.

position of thevalve rod, said rod is raised'to the position shown inFigures 10 and 11 of the drawings. As will be seen, the pin |10 ofthevalve rod will first enter the upper end of the leg |63 of the M-slot inthe locking sleeve |62 behind the tongue |65 when the passage |59 insaidrod will move into register with the ports |48 and |49 of the valvecasing. Engine suction will thus be admitted through the pipe |53, theport |48, the passage |59, the port |49 and pipe |54 to The piston |34will thus be moved forwardly for swinging the operating lever 66. Figure23 of the drawings shows the position of the piston when the lever 66has traveled forwardly approximately half of its throw and the levers 60and 6| have been swung inwardly to the position shown in Figure 3 forneutralizing any previously active speed, as previously described. Asthe piston |34 then travels onward to the end of its forward throw, asshown in Figure 24 of the drawings, the lever 66 will, as shown inFigure 4, be swung forwardly to the end of its throw for swinging thelevers 60 and 6| apart and rendering any selected speed active, as alsopreviously described.

Attention is now directed to the fact that when the lever 66 is thusswung forwardly by the piston |34, the pin on the upper end of the shaft59 will be swung by said shaft against the lever |12 for spreading thislever away from the lever |1| and, as shown in Figure 4, consequentlytensioning the spring |14. The lever |1| will thus be urged by saidspring to coact with the stud |61 on the crank |66 for rotating thevalve rod |56 in a counter-clockwise direction. As long as the valve rodremains elevated, however, to maintain the passage |59 in communicationwith the ports |48 and |49 of the' valve casing, the pin |10 will coactwith the tongue |65 of the locking sleeve |62 for locking the valveagainst rotative movement. Upon the lowering of the valve rod |56,however, and after the passage |59 therein has moved downwardly out ofcommul nication with the ports |48 and |49, thevpin |10 will clear thetongue |65 of the locking sleeve when, as will be seen, the lever |1|will, under the tension of the spring |14, swing the crank |66 and thusrotatably set the valve rod automatically in a position reverse to thatshown in Figures 10-14 inclusive of the drawings, when the passage |60of the valve rod will .be out of communication with the ports |50 and|5| of ,the valve casing while the passage I6| of the valve rod will bein communication with the ports |49 and |52 of the valve casing. Thus,as the valve rod 56 comes to rest at the end of its downward movement,admission of air to the rear end of the power cylinder |26 will be outoi while air will be admitted to the front end of said cylinder throughthe port |52 of the valve casing, the passage |6| of the valve rod, theport |59 and pipe |54 for relieving any pressure in front of the piston|34.

It will now be assumed that the piston |34 is at the end of its forwardstroke and that the valve rod |59 has been rotatably set in a positionreverse to that illustrated in Figures 10-14 inclusive of the drawings,as just previously described, in which position of the parts the valv'erod |56 is again lifted. As will be seen, the pin |10 of the valve rodwill first move into the leg |64 of the M-slot in the locking sleeve |62behind the tongue |65 when the passage |59 in the valve rod will moveinto communication with the ports |48 and |50 of the valve casing.Engine suction will thus be admitted through the pipe |53, the port |48,the passage |59, the port |50 and the pipe |55 to the rear end of thepower cylinder |26 for moving the piston rearwardly. The lever 66 willconsequently be swung rearwardly to the end of its rearward throw forfirst neutralizing any previously active speed and then rendering aselected speed active, as previously described. As the lever 66 is swungrearwardly, the `pin |15 will, as the shaft 59 is rotated, be swungagainst the lever |1| so that the lever |12 will be permitted to coactwith the stud |61 of the crank |66 while the lever I'H will be spreadaway from the lever |12 for tensioning the spring |14. Consequently, asthe valve |56 is then lowered to normal position, the passage |59 in thevalve rod will first move out of communication with the ports |48 and|50 of the valve casing for cutting off engine suction to the rear endof the power cylinder when as the pin |10 clears the lower end of thetongue |65 of the locking sleeve |62, the lever |12 will, under thetension of the spring |14, coact with the stud |61 for swinging thecrank |66 in a clockwise direction and thus rotatably setting the valverod |56 in a position reverse to that assumed or, in other words, in theposition shown in Figures 10-14 inclusive of the drawings.

It will accordingly be seen, in view of the foregoing, that as the valverod |56 is lifted to open position, to effect the actuation of the powerpiston, said rod will, before reaching open position, be locked againstrotative movement when, after the valve reaches open' position and thepower piston is shifted, the spring |14 will be tensioned to causeeither one or the other of the levers |1| and |12, as the case may be,to coact with the crank pin |61 for rotatably setting the valve rodautomatically as said rod is subsequently lowered to normal positionwhereby to effect reverse travel of the power piston when next actuated.Reversal of the travel of the power piston is thus accomplishedautomatically and in this connection, it

, will be noted that when the valve rod is rotatably set, air isimmediately admitted to one end of the power cylinder or the other, asthe case may be, for relieving any pressure either in front of thepiston or behind the piston, depending upon the direction in-which thepiston will next be moved, so that the piston may travel freely withinthe power cylinder.

Attention is now directed to the fact that even though the spring |14,acting on either one or the other of the levers 1| and |12, should failto swing the crank |66 throughout its entire travel, the inclined endedges of the tongue |65 of the locking sleeve |62 will coact with thepin |10 for mechanically rotating the valve in either one direction orthe other selectively, as the valve is lifted, so that the valve will.when the power piston is actuated, always be rotatably set to causereverse travel of the piston when next actuated. Furthermore, it is alsoto be noted that as the movement of the power piston causes the rotativesetting of the valve rod, it is impossible for the rod to becomeimproperly set with respect to the position of the piston. Should thepiston stop, for any reason, before completing either its forward orrearward stroke, the rotative setting of the valve rod will remainunaffected because the valve rod is locked by the pin |10 againstrotation when s aid rod is in raised open position. The valve rod willaccordingly remain in correct set position to admit engine suction tothe proper end of the 4power cylinder until the piston has completed itsstroke in either one direction or the other, as the case may be. Thus,provision is made whereby improper functioning of the valve to controlthe movement of the piston will be avoided. Should insufficient tensionbe built up in the spring |14 to rotate the valve rod after the pistonhas" stopped and the valve rod is lowered, the pin |10 will, when thevalve rod is next raised, enter the same leg of the M- slot as it hadjust previously entered so that the movement of the piston will becompleted in the same direction in which it had started to travel.Assuming, however, that sufficient tension has been built up in thespring |14 to rotate the valve rod after the piston has stopped and the4valve rod is lowered, the rotative setting of the valve rod will bereversed so that the piston will, when the valve rod is next raised bereturned to its initial position. In any event, the inclined edges ofthe tongue |65 of the sleeve |62 wlil prevent the valve rod from beingrotatively set in a position such that, when the valve rod is lifted toopen position, engine suction will fail to move the piston inl eitherone direction or the other and in this connection it is to be notedthat, after the piston reaches a middle position in the power cylinder,it is immaterial, should the piston then stop, in which direction thepiston is next moved as movement of the piston in either one directionor the other will then serve to render active the speed selected.

The usual clutch pedal shaft of the vehicle is yindicated at |16 and xedto said shaft is a rearever, when the lever is swung, the valve rod willbe reciprocated thereby.

As will now bef seen in view of the foregoing description, the controllever Im may be manually set to select any speed desired or neutral,when, upon the actuation of the clutch pedal of the vehicle, the lever|11 will be swung upwardly for lifting the valve rod |56 to openposition, when the mechanism will be automatically actuated forrendering active the speed selected or neutralizing the mechanism as thecase may be. In this connection, it should be observed thatapproximately the first half of the forward travel of the clutch pedalis utilized to disengage the vehicle clutch so that the clutch pedal maybe freely operated to disengage the clutch without causing the actuationof the present mechanism. At the end of the iirst half of the forwardtravel of the clutch pedal, the pin |1|l of the valve 'rod E is elevatedto a position near the lower end of the tongue |55 of the locking sleeve|62-, Ap-

proximately the second half of the forward travel of the clutch pedal isutilized to shift the valve rod |56 to open position. Thus, after thevehicle clutch has been disengaged, further forward movement of theclutch pedal will serve to cause the actuation of the present mechanism.At no time, however, will the pin |10 of the valve rod 1. Transmissioncontrol mechanism including `shifting means for rendering a selectedspeed active, means including an oscillating element operable uponeither throw thereof for actuating said shifting means, reciprocablepower operated,

means for actuating said element, and means including means controlledby the movement of said power-operated means for reversing the travel ofsaid power operated means automatically.

2. Transmission control mechanism including shifting means forneutralizing a previouslyactive speed and rendering a selected speedactive, means including an oscillating element operable upon eitherthrow thereof for actuating said shifting means to thereby neutralize apreviously active speed and render a selected speed active, reciprocablepower operated means for actuating said element, and means controlled bythe movement of said power-operated means for reversing the travel ofsaid power operated means automatically.

3. Transmission control mechanism including selecting means, shiftingmeans operable by said selecting means for neutralizing a previouslyactive speed and rendering a selected speed active, means including anoscillating element operable upon either throw thereof for actuatingsaid selecting means, reciprocable power operated means for actuatingsaid element, and means for reversing the travel of said power operatedmeans automatically, said last named means being controlled by themovement of said power-operated means.

4. Transmission control mechanism including selecting means, shiftingmeans operable by said selecting means for neutralizing av previouslyactive speed and rendering a selected speed active, means for settingthe selecting means to select a future speed while said selected speedis active, means including an oscillating element operable upon eitherthrow thereof for actuating said selecting means, reciprocable poweroperated means for actuating said element, and means for reversing thetravel of said power operated means automatically.`

5. Transmission control mechanism including shifting means movable inone direction for neutralizing a previously active speed and in theopposite direction for rendering a selected speed active, meansincluding an oscillating element operable upon either throw thereof forimparting a'two-way movement to said shifting means, reciprocable poweroperated means for actuating said element, and means for reversing thetravel of said power operated means automatically.

6. Transmission control mechanism including direction by said selectingmeans for neutralizing a previously active speed and in the'oppositedirection for rendering a selected speed active, means including anoscillating element operable upon either throw thereof for imparting atwoway movement to said selecting means, reciprocable power operatedmeans for actuating said element, and means for reversing the travel ofsaid power operated means automatically.

7. Transmission control mechanism including selecting means, shiftingmeans movable by said selecting means in one direction for neutralizingany one of a number of speeds and in the opposite direction forrendering active any selected one of said number of speeds, theselecting means being rotatable, means for rotatably setting saidselecting means to select any one of said number of selecting means,shifting meansvmovable in one speeds while said selecte-d speed isactive, means including an oscillating element operable upon eitherthrow thereof for actuating said selecting means, reciprocable poweroperated means for actuating said element, and means for reversing thetravel of said power operated means automatically.

8.' Transmission control mechanism including shifting means movable inone direction for neutralizing a previously active speed and in theopposite direction for rendering a selected speed active, meansincluding companion levers for actuating said shifting means, anoperating lever, a toggle for converting each one-way movement of saidoperating lever into a two-way movement of said first-mentioned levers,reciprocable power operated means for actuating said operating lever,and means for reversing the travel of said power operated meansautomatically.

9. Transmission control mechanism including companion selectors, gearshifters movable by said selectors in one direction for neutralizing apreviously active speed and in the opposite direction for rendering aselected speed active, means including companion levers for shiftingsaid selectors, an operating lever, a toggle for converting each one-waythrow of said operating lever into a two-way movement of saidfirstmentioned levers, reciprocable power operated means for actuatingsaid operating lever, and means for reversing the travel of said poweroperated means automatically.

10. Transmission control mechanism including shifting means forrendering a selected speed active, means including an oscillatingelement operable upon either throw thereof for actuating said shiftingmeans, reciprocable power operated means for actuating said element,means controlling the actuation of said power operated means, and meansgoverned by the power-operated means during its movement in onedirection for automatically setting said control means to reverse thetravel of said power operated means.

11. Transmission control mechanism including shifting means forrendering a selected speed active, meansincluding an oscillating leveroperable upon either throw thereof for actuating said shifting means,reciprocable power operated means for actuating said lever, meanscontrolling the actuation of said power operated means, and meansenergized by the movement of said power operated means for automaticallysetting said control means to reverse the travel of said power operatedmeans when next actuated.

12. Transmission control mechanism including shifting means forrendering a selected speed active, means including an oscillatingelement operable upon either throw thereof 4for actuating said shiftingmeans, reciprocable power operated means for actuating said element,means governed by the power means during its movement in one directionfor causing the said power means to move in the opposite direction, andmanually-operated means controlling said last named means.

13. Transmission control mechanism including shifting means forrendering a selected speed active, means including an oscillatingelement operable upon either throw thereof for actuating said shiftingmeans, reciprocable power operatedmeans for actuating said element,means reciprocable for controlling the actuation of said power operatedmeans, said control means being rotatable, and means' for rotatablysetting said control means to reverse the travel of said power operatedmeans automatically.

14. Transmission control mecha ism including shifting means forrendering a se ected speed active, means including an oscillatingelement operable upon either throw thereof for actuating said shiftingmeans, reciprocable power operated means for actuating said element,means reciprocable to control the actuation of said power operatedmeans, said control means being rotatable, and means energized by themovement of said power operated means for rotatably setting said controlmeans to reverse the travel of said power operated means automaticallywhen next actuated. l

15. Transmission control mechanism including shifting means forrendering a selected speed active, means including an oscillatingelement operable upon either throw thereof for actuating said shiftingmeans, reciprocable power operated means for actuating said element, avalve member reciprocable to control the actuation of said poweroperated means, said member being rotatable, and means for rotatablysetting said member to reverse the travel of said power operated meansautomatically.

16. Transmission control mechanism including -shifting means forrendering a selected speed active, means including an oscillatingelement operable upon either throw thereof for actuating said shiftingmeans, reciprocable power operated means for actuating said element, avalve member reciprocable to control the actuation of said poweroperated means, said member being rotatable, and means energized by themovement of said power operated means for rotatably setting said memberautomatically to reverse the travel of said power operated means whennext actuated.

17. 'Iransmission control mechanism including shifting means forrendering a selected speed active, means including an oscillatingelement operable upon either throw thereof for actuating said shiftingmeans, reciprocable power operated means for actuating said element, areciprocable valve member axially movable in one direction to openposition to effect the actuation of said power operated means andaxially movable in the opposite direction to closed position, said valvemember being rotatable, means for locking said member against rotationas said member is shifted towards open position, and means for rotatablysetting said member automatically when closed to reverse the travel ofsaid power operated means when said member is next shifted to openposition.

18. In a control mechanism for a change speed transmission havingshiftable means movable to two different positions for causing a speedratio to be either active or neutral, means including an oscillatingelement for moving said shiftable means to its two different positions,power-operated means for oscillating said element, control means forreversing the movement of said power means, and means governed by thepower means during its movement in one Adirection for moving saidcontrol means to a position where the power means will be moved in theopposite direction,

19. In a control mechanism for a change speed transmission havingshiftable means movable to two different positions for causing a speedratio to be either active or neutral, means including an oscillatingelement'for moving said shiftable means to its two different positions,poweroperated means for oscillating said element. control means forreversing the movement of said power means, means governed by the powermeans during its movement in one direction for moving said control meansto a position where the power means will be moved in the oppositedirection, and manual means for causing the control means for the powermeans to be either operable or inoperable.

20. In a control mechanism for a change speed transmission havingshiftable meansnlovable to two different positions for causing a speedratio to be either active or neutral, means including an oscillatingelement for moving said shiftable means to its two different positions,fluid-operated power means for oscillating said element, means includinga reversing Valve for controlling the power to the power means to causesaid power means to move in opposite directions, and means actuated bythe power means during its movement in one direction for moving saidvalve to a position to cause the power means to be moved in the oppositedirection.

21. In al control mechanism for a change speed transmission havingrshftable means movable to two different positions for causing a speedratio to be either active of neutral, means including an oscillatingelement for moving said shiftable means to its two different positions,fluid-operated power means for oscillating said element, means includinga reversing val"e for controlling the power to the power means to causesaid power means to move in opposite directions, means actuated by thepower means during its movement in one direction for moving said valveto a position to cause the power means to be moved in the oppositedirection, and manuallyactuated means for disconnecting said fluidpower` means from its source of power.

GLENN T. BANDOL.

